Dual hinged vehicle door

ABSTRACT

A dual hinged door assembly for a vehicle is provided, the assembly including an upper door portion and a lower door portion. The upper door portion, which may include a window, pivots about a primary axis formed by its juncture with a structural member in the roof. The lower door portion, which may include a window, pivots about a secondary axis formed by its juncture with the upper door portion. Primary and secondary drive systems may be used to provide independent powered motion of the upper and lower door portions. Each drive system may include a powered strut, e.g., a hydraulic strut, and a non-powered strut, e.g., a gas strut.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of the filing date of U.S.Provisional Patent Application Ser. Nos. 61/549,019, filed 19 Oct. 2011,61/564,405, filed 29 Nov. 2011, and 61/594,971, filed 3 Feb. 2012, thedisclosures of which are incorporated herein by reference for any andall purposes.

FIELD OF THE INVENTION

The present invention relates generally to automobiles and, moreparticularly, to a vehicle side door that provides greater access to theinterior of the vehicle.

BACKGROUND OF THE INVENTION

For years, the automobile industry has been attempting to develop astylish car door that provides suitable levels of passenger ingress andegress while still providing the desired level of safety. To date, theresearch and development in this area has centered around two distinctareas; (i) standard hinged car doors, i.e., those that are hinged alongone side of the door, and (ii) side van doors. While side van doorstypically provide superior access to the vehicle's interior due to thedoor's extended width, this type of door is not well suited for use witha conventional vehicle utilizing a non-van configuration. Accordingly,what is needed is a stylish vehicle door that improves upon vehicleaccess, especially when carrying children or large packages, and may beintegrated into the various vehicle mechanical structures and safetysystems. The present invention provides such a vehicle door.

SUMMARY OF THE INVENTION

A dual hinged door assembly for a vehicle is provided, the assemblyincluding first and second door portions. The first door portion, whichmay include a window, is hingeably coupled to a structural member withinthe vehicle's roof such that it forms part of the roof when the doorassembly is closed. The second door portion, which may include a window,is hingeably coupled to the first door portion such that it forms partof the vehicle's side when the door assembly is closed. The first doorportion pivots about a primary axis formed by the juncture of the firstdoor portion and the structural member in the roof. The second doorportion pivots about a secondary axis formed by the juncture of thefirst and second door portions. Preferably motion of the second doorportion is independent of motion of the first door portion. The primaryaxis is substantially horizontal and substantially parallel to thevehicle's centerline, typically located between the centerline and aline defined by the cant rail. The secondary axis is substantiallyhorizontal and substantially parallel to the vehicle's centerline,typically aligned with the line defined by the cant rail.

A primary door drive system may be mechanically coupled to the firstdoor portion, the primary drive system providing powered motion for thefirst door portion about the primary axis. The primary drive system mayutilize a powered strut, e.g., a hydraulic strut, mounted to one side ofthe door assembly, and a non-powered strut, e.g., a gas strut, mountedto a second side of the door assembly. Alternately, the primary drivesystem may utilize at least one powered strut, e.g., a hydraulic strut,mechanically coupled to a mounting member within the roof of the vehicleand at least one door hinge, where the at least one powered strut may bedirectly coupled or coupled via at least one bellcrank and at least onepushrod to the at least one door hinge. A secondary door drive systemmay be mechanically coupled to the second door portion, the secondarydrive system providing powered motion for the second door portion aboutthe secondary axis. The secondary drive system may utilize a poweredstrut, e.g., a hydraulic strut, mounted to one side of the doorassembly, and a non-powered strut, e.g., a gas strut, mounted to asecond side of the door assembly. The door assembly may include at leastone, and preferably at least two, latching mechanisms.

A further understanding of the nature and advantages of the presentinvention may be realized by reference to the remaining portions of thespecification and the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 provides a rear perspective view of a vehicle utilizing a dualhinged door assembly in accordance with the invention;

FIG. 2 provides a side view, taken from the front of the vehicle, of thepreferred embodiment of the dual hinged door shown in FIG. 1;

FIG. 3 provides an alternate view of the dual hinged door shown in FIGS.1 and 2;

FIG. 4 provides a front view of the vehicle shown in FIG. 1 with theleft rear dual hinged door undergoing the first stage of normal opening;

FIG. 5 provides a front view of the vehicle shown in FIG. 1 with theleft rear dual hinged door undergoing the second stage of normalopening;

FIG. 6 provides a front view of the vehicle shown in FIG. 1 with theleft rear dual hinged door undergoing the third stage of normal opening;

FIG. 7 provides a front view of the vehicle shown in FIG. 1 with theleft rear dual hinged door undergoing the fourth stage of normalopening;

FIG. 8 illustrates a roof mounted power strut design in accordance withan alternate embodiment of the door power mechanism;

FIG. 9 illustrates an alternate roof mounted power strut design inaccordance with an alternate embodiment of the door power mechanism;

FIG. 10 illustrates an exemplary door hinge;

FIG. 11 illustrates the zones monitored by the system's proximitydetectors in the preferred embodiment of the invention;

FIG. 12 provides an overview of the control system for the dual hingeddoor of the invention;

FIGS. 13A-13C illustrate the preferred methodology applied by the doorcontroller for various door operational scenarios; and

FIG. 14 provides a front view of the vehicle shown in FIG. 1 with theleft rear dual hinged door undergoing a modified opening sequence due toan object detected above the vehicle.

DESCRIPTION OF THE SPECIFIC EMBODIMENTS

FIG. 1 provides a rear perspective view of a vehicle 100 utilizing adual hinged door 101 in accordance with the invention. In the preferredembodiment, both the left rear and right rear doors utilize the dualhinged door described in detail below. It should be understood, however,that the dual hinged door of the invention may be used in the front,rear or both positions of a vehicle, and may be used on one or bothsides of the vehicle.

FIG. 2 provides a simplified side view, taken from the front of thevehicle, of the preferred embodiment of door 101. FIG. 3 provides analternate view of door 101. Door 101 is divided into two primaryportions, an upper portion 201 and a lower portion 203. Although notrequired, in the illustrated embodiment upper portion 201 includes asunroof 205 while lower portion includes a window 103. The entire doorassembly, i.e., upper and lower portions 201/203, has a primary,substantially horizontal hinge axis 301 that is approximately parallelwith the vehicle's centerline. The entire door assembly 101 is hinged tovehicle 100, and in particular to a central roof portion of vehicle 100,utilizing a pair of hinges 302 that allow the entire assembly, i.e.,both portions of the door, to pivot relative to the vehicle about axis301. Hinges 302 are designed for stiffness in order to minimize doorvibrations during the door opening and closing sequences. Gooseneckhinges are preferred in order to maintain a straight cutline on the doorand to allow the door seals to break away without having a large draintrough.

In the illustrated embodiment, primary axis 301 is located a fewmillimeters below the roof of vehicle 100, and approximately one thirdof the distance between the vehicle centerline and a line defined by thecant rail 107 of the car. A secondary, substantially horizontal axis 303that is substantially parallel to the vehicle's centerline couples lowerdoor portion 203 to upper door portion 201, thus allowing lower doorportion 203 to pivot about upper portion 201. In the illustratedembodiment, secondary axis 303 is located close to the cant rail line asshown. As described in detail below, preferably door 101 is configuredto allow the two door portions 201/203 to move independently of oneanother. Independent movement allows door 101 to be opened in a varietyof situations in which obstacles may be present next to or above thevehicle, and at varying distances from the vehicle.

In the preferred embodiment of the invention, both portions of door 101are powered, thus allowing the door to be easily and quickly opened. Acompletely powered door as described herein also allows the doorcontroller to reconfigure door movement in light of various situations(e.g., parked in a garage with a low ceiling). Preferably even if thedoor portions are powered, the system is configured to allow manualoperation in order to provide emergency ingress/egress if the powersystem fails. In addition to the powered configuration, the door may beconfigured as an unpowered, manually operated door. Alternately, onlythe primary axis of the door may be powered while the secondary axis ofthe door, i.e., the axis at the roof rail, may be designed as a dummyaxis that rotates with the pull of gravity and includes stops to preventover and under rotation. Alternately, only the primary axis of the doormay be powered while secondary axis rotation is linked to door rotationabout the primary axis through the use of linkages and/or gears.

The normal unobstructed door opening sequence, i.e., motion of door 101when it is in the closed position and there are no obstacles in the way,is initiated when a user presses or otherwise activates one of the doorswitches for at least the preset minimum period of time (e.g., 500milliseconds). The door switch may be externally mounted (e.g., on orcoupled to door handle 105), internally mounted (e.g., on the inner doorsurface or arm rest), remotely mounted (e.g., on a key fob) or remotelyactivated (e.g., remotely accessed using a web-based or cell-basedapplication). In the preferred embodiment, normal door motion maintainsthe door, specifically lower door portion 203, as close to the vehicleas possible (e.g., approximately 20 millimeters) during the initialstages of opening, thus minimizing the risk of the door running afoul ofa close-by obstacle. In one embodiment after upper door portion 201 isat about 40° relative to the horizontal plane, lower door portion 203stops moving relative to upper door portion 201. Then when the upperdoor portion 201 is significantly open, e.g., to about 70° relative tothe horizontal plane, lower door portion 203 begins to extend outwards.In the preferred embodiment, during normal opening of door 101 proximitysensors are constantly checked for obstacles. Additionally, assuming apowered door, the current draw of the power mechanism is also monitoredsince a spike may indicate that the door has hit an obstacle.Accordingly, in the preferred embodiment which utilizes a hydraulicpower mechanism, the current draw of the hydraulic pump motor isconstantly checked for spikes that may indicate an obstacle. If anobstacle to door movement is detected, the normal opening algorithmterminates and an appropriate alternative algorithm takes over.

In the preferred embodiment, vehicle door 101 goes through four primarystages of motion during a normal, unobstructed opening sequence. Thesefour stages are illustrated in FIGS. 4-7, each of which shows a frontview of vehicle 100. It should be understood, however, that the dualhinged door of the invention may utilize a different opening sequencewhile still retaining the benefits of the dual hinged design. Forexample, stages three and four may be combined into a single stage.

In the first stage of the normal, unobstructed door opening sequence,illustrated in FIG. 4, once the door latches have been released andpower is applied to the power mechanism, the door acts as gullwing withthe entire door 101, i.e., both upper and lower door portions, rotatingabout primary axis 301 (see directional arrow 401). During this stage,lower door portion 203 is locked relative to upper door portion 201. Thepurpose of stage one of the opening sequence is to separate the doorfrom the door seals and move door structure 101 away from the vehiclestructure. Typically stage one is quite short, for example continuinguntil upper door portion 201 has moved to a position that is between 3and 15 degrees off horizontal, and preferably to between 5 and 10degrees off horizontal.

As the door opening sequence continues, door movement transitionsbetween the first and second stages. In the second stage, illustrated inFIG. 5, the entire door 101, i.e., both upper and lower door portions,continues to rotate about primary axis 301 (see directional arrow 501).At the same time as the door structure is rotating outwardly aboutprimary axis 301, lower door portion 203 is rotating inwardly aboutsecondary axis 303 (see directional arrow 503). This combined operationallows lower door portion 203 to move upward along direction 505,maintaining a constant, or near constant, separation between the lowerdoor portion 203 and vehicle 100. Preferably this separation is on theorder of a few millimeters (e.g., 1-30 millimeters, more preferablyapproximately 20 millimeters). One of the main benefits of having thelower door section 203 slide upwards, rather than rotate as with aconventional gullwing, is that it allows the door to open even if thereis another object, such as another car, immediately adjacent to thevehicle. Preferably stage two continues until upper door portion 201 hasrotated to a position that is between 35 and 45 degrees off horizontal,and preferably to a position of about 40 degrees.

In the third stage of the door opening sequence, illustrated in FIG. 6,rotation of lower door portion 203 relative to upper door portion 201about axis 303 stops, thereby locking together the two door portions.Rotation of the entire door 101, i.e., both the upper and lower doorportions, continues about primary axis 301 (see directional arrow 601)until upper door portion 201 has rotated to a position that is between65 and 75 degrees off horizontal, and preferably to a position of about70 degrees.

In the fourth stage of the normal door opening sequence, illustrated inFIG. 7, the entire door 101, i.e., both upper and lower door portions,continues to rotate about primary axis 301 (see directional arrow 701)until upper door portion 201 has rotated its maximum open position,preferably to a position that is between 90 and 95 degrees offhorizontal. At the same time as the door structure is rotating outwardlyabout primary axis 301, lower door portion 203 is rotating outwardlyabout secondary axis 303 (see directional arrow 703) until it reachesits maximum open position. The normal door closing sequence, initiatedwhen the door is open and a user presses one of the door buttons andholds it for at least the preset minimum period of time (e.g., 500milliseconds), is simply the reverse of the normal door openingsequence.

Power Mechanism

Although the dual hinged door 101 of the invention may be manuallyoperated, preferably the door is powered, thus simplifying itsoperation, especially for children, small adults or individuals carryingsomething (e.g., package, baby, etc.). With respect to a poweredconfiguration, the inventors have found that the dual hinged design iscompatible with a variety of different power systems that may be used toprovide the power necessary to move door 101 relative to vehicle 100,and to move lower door portion 203 relative to upper door portion 201.

The preferred power mechanism, also referred to herein as the door drivemechanism, uses two pairs of struts for a single door 101, one pair usedto move door 101 about primary axis 301 and the second pair used to movelower door portion 203 relative to upper door portion 201 aboutsecondary axis 303. Each pair of struts includes a powered strut and anon-powered strut, the two struts preferably mounted on either side ofthe door as shown (e.g., powered and non-powered primary struts 305 and307 in FIG. 3; note that due to the angle of door 101 in this figure,only one of the secondary struts, i.e., strut 309, is visible).

The non-powered strut in each pair of struts is a gas strut, for examplea nitrogen filled gas spring. The non-powered struts perform severalfunctions. First, the primary non-powered gas strut is used to overcomemost of the mass of door 101 while the smaller, secondary non-poweredgas strut is used to overcome most of the mass of the lower door portion203. By using non-powered struts to balance most of the door mass, thepower requirements placed on the powered struts may be greatly reducedsince the powered strut in such a configuration is basically onlyrequired to overcome the variations between the spring force provided bythe non-powered gas strut and the door weight. Second, by locating thenon-powered strut on the opposite side of the door from the poweredstrut, improved door balance and stability are achieved. Third, if poweris lost to the powered struts, manual operation of the door is stillquite easy, thus providing emergency ingress/egress.

Although the powered primary and secondary struts may utilize anelectric actuator, e.g., a worm gear driven by a gear motor, preferablythe powered struts are hydraulic rams powered by a smallelectro-hydraulic pump actuated by a valve block that directs andregulates fluid flow to each of the rams. A pressure relief valve ispreferably used to ensure that any pressure in excess of the reliefvalve's setting is bled off. In at least one embodiment, the pressurerelief valve is set to just above the required pressure to open thedoor. The use of a pressure relief valve ensures that if there is acontrol system failure that allows the door to open into an object(e.g., a garage wall), the door will simply stop and the excess pressurewill be relieved. Additionally, if someone pulls the door down while itis open, the door will close and the pressure will bleed off instead ofoverloading the mechanical assembly.

In a second, alternate configuration, door rotation about primary axis301 is driven by a planetary gearmotor mounted within the roof ofvehicle 101. The motor is geared down in order to provide the desiredlevel of torque. This approach is not preferred, however, due to theloss of head room within vehicle 101, this loss resulting from theinclusion of the planetary gearmotor along with the padding requiredbetween the motor/drive mechanism hardware and the passenger compartmentceiling in order to achieve the desired level of head impact protection.

In a third, alternate design, primary door movement about axis 301 iscontrolled by a power strut mounted within a small section in the spineof the roof. The power strut may utilize either a hydraulic ram or aworm gear driven by a gear motor. If the vehicle utilizes two dualhinged doors, i.e., a dual hinged door mounted on either side of thevehicle as preferred, then a pair of power struts is mounted within theroof, one for use with each door. FIG. 8 illustrates an exemplaryconfiguration mounted within roof portion 801, and to one side ofvehicle centerline 803. In order to simplify the figure, the powermechanism for only a single door is shown. Power strut 805 floatsbetween a pair of bellcranks 807/808 that rotate about axes 809/810,respectively. Bellcranks 807/808 are coupled to the primary door hinges811/812 via pushrods 813/814 so that when the bellcranks rotate, hinges811/812 rotate about axes 815/816, respectively. As a result, expansionor contraction of power strut 805 causes rotation of the bellcranks807/808 as well as hinges 811/812. Since the door is a rigid member, theload is automatically distributed appropriately between the front andrear hinges 811/812. Assuming dual hinged doors, in one configurationthe power mechanism is set up so that the bellcranks on the left sidedoor use the same pivot point as the bellcranks on the right side.Preferably, and in order to avoid possible interference between thepushrods, the bellcranks are pulled together and the pushrods aremounted to the door closest to the ram (so that they are not crossing).

A fourth alternate design, illustrated in FIG. 9, also mounts thepowered struts within a section of the roof. However, rather thancoupling the struts to the hinges via bellcranks as in the embodimentdescribed above, the struts are configured to act directly on thehinges. In the illustration shown in FIG. 9, two pair of struts areshown attached to roof portion 901, struts 903/904 acting on hinges905/906 associated with one dual hinged door (not shown), and struts907/908 acting on a second set of hinges 909/910 associated with asecond dual hinged door (not shown). Of course a single set may be usedif the vehicle only uses a single dual hinged door. Preferably if one orboth struts are powered, the powered strut(s) utilizes a hydraulic ram,although a worm gear driven by a gear motor may also be used. It will beappreciated that this arrangement allows a variety of possibleconfigurations. For example, both struts (e.g., 903/904) acting on asingle door may be powered or one may be powered and one may beunpowered. If both struts are powered, then preferably at least onenon-powered strut is also coupled to the door, for example mounted tothe side of the door as described and shown relative to the preferredembodiment, thus reducing the mass required to be moved by the poweredstruts as well as improving manual operation of the door in the case ofdrive system power loss or malfunction.

An exemplary hinge is shown in FIG. 10. The strut, or pushrod in thecase of the configuration shown in FIG. 8, is attached at 1001 while thedoor, specifically upper door portion 201, is attached at 1003. Duringmotion hinge 1000 pivots about axis 1005.

Sensors

In accordance with the preferred embodiment of the invention, multiplesensors of varying type are used to provide feedback to the doorcontroller, both with regards to door movement as well as obstacles thatmay prevent the door from performing a normal opening sequence or anormal closing sequence.

-   -   Position Sensors: Preferably the door controller is provided        with real-time access to door position information that is used        to determine when to transition between each stage of door        movement, e.g., stages 1-4 of door motion as described in detail        above. In the preferred embodiment in which both the upper and        lower portions of the dual hinged door are independently        powered, the position sensors provide feedback as to the        position of upper door portion 201 relative to the vehicle, and        feedback as to the position of lower door portion 203 relative        to upper door portion 201. It will be appreciated that there are        various types of sensors that may be used to provide door        position information and that the choice depends, at least in        part, on the type of power mechanism used to control door        movement. In the embodiment in which hydraulic rams are used,        e.g., rams 305 and 309, linear displacement sensors are mounted        to the rams, thus providing accurate ram feedback which, using a        simple look-up table stored in the memory associated with the        door controller, provides accurate feedback as to the positions        of the upper and lower door portions, both relative to one        another and to the vehicle.    -   Latch Sensors: In at least one embodiment, in addition to        sensors that monitor the positions of the upper and lower door        portions, for example by monitoring the relative locations of        the door drive mechanisms, the system also includes one or more        door closure sensors, also referred to herein as latch sensors.        The latch sensors monitor the positions of one or more latches        that, as described below, are preferably used to hold the door        within the closed position. The latch sensors provide feedback        as to whether or not door 101 is cinched shut or unlatched.    -   Pinch Sensors: In at least one embodiment, the door controller        determines whether or not there is an obstacle preventing        complete closure of door 101 by monitoring the current and/or        the motor speed of the hydraulic pump motor used to control        movement of door portions 201 and 203. If the current exceeds a        preset value, or falls outside of a preset range of values, the        door may be blocked by a person or object. Similarly, if the        motor's speed unexpectedly slows down or falls below a preset        rpm, the door may be blocked. Preferably the door controller is        configured to perform a preset response, such as terminate door        movement and/or reverse door direction, whenever a non-normal        current or a non-normal motor speed is detected.

While the door controller may rely on the current draw or the motorspeed of the hydraulic pump motor, or other door mechanism power motor,to determine if an obstacle is preventing door closure, preferably oneor more pinch sensors are located at critical locations around door 101,the pinch sensors providing a rapid and absolute indication that anobstacle is obstructing normal door closure. Pinch sensors, alsocommonly referred to as pressure sensors or pressure sensitive edgesensors, are typically coupled to, or mounted within, a seal or otherelastic member or strip that is mounted around much if not all of thedoor's perimeter. Pinch sensors may also be mounted at various junctionsthat present a possible hazard, for example the junction between theupper and lower door portions. The door controller is configured toperform a preset response, such as terminate door movement and/orreverse door direction, whenever a pinch sensor detects an obstruction.

-   -   Proximity Sensors: In order to ensure that door 101 does not run        afoul of an external object during operation, such as an        adjacent parked car or a low lying ceiling, the door controller        of the invention is coupled to one or more proximity sensors.        The proximity sensors are located to monitor critical areas        about the car.

In the preferred embodiment, the proximity sensors are designed tomonitor five distinct zones, thus providing sufficient information tothe door controller to ensure that the best course of action is takengiven an object's location relative to the door. FIG. 11 provides asimilar view of vehicle 100 as that shown in FIGS. 4-7 except that door101 is in the closed position and the preferred zones monitored by theproximity sensors are shown. Preferably each zone runs at least theentire width of the door. Zone 1 provides information regarding theproximity of objects, such as a garage roof, that lie directly above thevehicle; zone 2 provides information regarding the proximity of objectsboth above and to the side of the cant rail; zones 3 and 4 provideinformation regarding the proximity of objects immediately adjacent tothe middle of the door; and zone 5 provides information regarding theproximity of objects near the lower edge of door 101. It will beappreciated that both fewer and greater numbers of proximity detectorsmay be used, depending upon the amount of information required aboutpotential obstacles in order to properly operate the door. Typically thesize of each portion of the door as well as the desired normal openingand closing sequences control the number of zones required to accuratelyand efficiently control door movement.

Door Controller

FIG. 12 provides an overview of the control system 1200 that is used tomonitor and control operation of the dual hinged door of the invention.System 1200 includes a controller 1201, referenced above, thatdetermines and performs the appropriate door response in view of datamonitored by a variety of sensors and in accordance with a preset set ofresponse instructions. Controller 1201 may be a stand-alone controlleror integrated into another vehicle control system, for example a vehiclemanagement system. In addition to a control processor, controller 1201may also include a memory 1203 for storing a preset set of controlinstructions and/or recording event information. Memory 1203, which maybe a stand-alone memory module or integrated into controller 1201, maybe comprised of flash memory, a solid state disk drive, a hard diskdrive, or any other memory type or combination of memory types.

Controller 1201 may be configured to receive door open and door closecommands from any of a variety of different input means 1205. Exemplarydoor buttons 1205 include an exterior door handle button or sensor, aninterior door button or sensor, a remotely mounted switch or activationmeans (e.g., key fob button or key fob RFID), and web-based/cell phonebased means. Once a door open or door close command is received from adoor button 1205, controller 1201 utilizes a variety of sensors (e.g.,latch sensors 1207, position sensors 1209, pinch sensors 1211, proximitysensors 1213, motor current monitor 1206, and motor speed sensor 1214)to determine, based on a preset set of response instructions, anappropriate response. As described in detail below, the response ofcontroller 1201 is continually updated during the door open/door closedsequences as new data is acquired from the door position, pinch andproximity sensors. For example, the detection of an object blocking thenormal pathway of door 101 will cause controller 1201 to deviate fromthe normal opening or closing sequence.

Once the door open or door close command is received, controller 1201performs a pre-programmed door movement sequence. For example, thestages associated with the normal, unobstructed door opening sequenceand the normal, unobstructed door closing sequence for the preferredembodiment are described in detail above. During these processes,controller 1201 utilizes a latching motor 1215 to either unlatch thedoor prior to initiating the door opening sequence, or to cinch down thedoor after completing the door closing sequence. In the preferredembodiment, a pair of conventional latches is used for these purposeswith one of the latches located near the bottom of the front edge of thedoor and the second latch located near the middle of the rear edge ofthe door. The striker for the front latch assembly is visible in FIG. 2(e.g., striker 207). As previously noted, the latches may also beoperated manually in case the power door mechanism is not functioningproperly.

Assuming the use of a hydraulic door power system as preferred,controller 1201 controls the pressure within the power struts using ahydraulic pump 1217 and a hydraulic valve system 1219. While the primaryand secondary power struts may utilize separate hydraulic pumps andvalves, preferably a single hydraulic pump is used for both the powerstruts of a single door 101 and, in at least one embodiment, both thepower struts in both a left vehicle and right vehicle door 101. Valvesystem 1219 provides precise control over the operation of theindividual power struts. It should be understood that if the drivesystem for the power door 101 utilizes an alternate system, pump andvalve systems 1217/1219 would be replaced with a suitable system underthe control of controller 1101.

In the preferred embodiment, a warning indicator 1221 is also coupled tocontrol system 1200. Indicator 1221 may be an audible indicator, avisual indicator (e.g., warning light on the dashboard or vehicleinterface), or both. Controller 1201 may be programmed to activatewarning indicator 1221 whenever the door is in motion, thus warningpassengers and by-standers to be aware of the door's movement. Typicallyin this scenario an audible warning (e.g., a low volume series of beeps)is preferred with the warning sound emitted in the general vicinity ofthe moving door. Controller 1201 may also be programmed to activatewarning indicator 1221 whenever an obstacle is detected, thus warningthe operator as well as passengers and by-standers that the door willhave to follow an alternate path and/or terminate movement.

While the basic and preferred door opening/closing sequences weredescribed above relative to FIGS. 4-7, these sequences may be altered inresponse to the detection of a non-normal event, such as an objectobstructing the door from following the normal opening/closing sequence.The altered response performed by controller 1201 depends upon thelocation of the detected obstruction, the position of door 101 relativeto the obstruction and the affected stage of the door opening/closingsequence. FIGS. 13A-13C illustrate the preferred methodology applied bydoor controller 1201 for various door operational scenarios.

When controller 1201 determines that a door button 1205 has been pressedor otherwise activated (step 1301), the controller then determines thecurrent position of the door, i.e., whether the door is open, closed, orin the middle of a door opening or closing sequence (step 1303). If thedoor is currently closed, then the door opening sequence is initiated(step 1305). If the door is currently open, then the door closingsequence is initiated (step 1307). If the door is currently in theprocess of opening or closing (step 1309), then in one embodiment thecontroller simply stops movement of the door (step 1311). When the doorbutton is pressed/activated again, the controller reverses the door'sdirection (step 1313), i.e., reversing from an opening to a closingsequence or reversing from a closing to an opening sequence. In analternate embodiment, if the door button is activated when the door isin motion (step 1309) the controller immediately stops the door's motionand reverses its direction (step 1315).

The normal opening and closing sequences in which door movement isunobstructed are described in detail above. As noted, in the preferredembodiment of the dual hinged door of the invention, the opening andclosing sequences are each divided into four primary stages of movement,although either fewer or greater numbers of stages may be used.

When the door open sequence is initiated (step 1305), controller 1201checks the proximity sensors 1213 to determine if there is an obstaclein close proximity to the door (step 1316), for example if the car hasbeen parked too close to an adjacent building wall or another vehiclehas parked too close to the door. In the preferred embodiment thisdistance is set at 2 inches, although other distances may be used. Ifsuch an obstacle is detected prior to initiating door movement (step1317), the door opening process does not begin (step 1319). Preferablywarning indicator 1221 is activated at this point (step 1321), thusalerting the user of the problem.

If an obstacle is not detected (step 1323) when the door open sequenceis initiated (step 1305), controller 1201 activates the door latches1215 (step 1325) and then verifies that the latches have been openedusing sensors 1207 (step 1327). If the latches malfunction (step 1327),the door opening process does not begin (step 1319) and preferably thewarning indicator 1221 is activated (step 1321) to alert the user of themalfunction. If the latches open properly (step 1329), then controller1201 activates the hydraulic pump 1217, controlling the door openingspeed as well as movement of both the upper and lower door portions(step 1331). Door speed and control of upper and lower door motion isaccomplished using variable valve 1219 and by controlling the current tohydraulic pump 1217, preferably using pulse width modulation (PWM).

Once initiated, the door opening sequence follows the preset openingsequence of motions, e.g., the four stages of motion described above. Asthe door opens, controller 1201 monitors the position sensors 1209, alsoreferred to as displacement sensors, which provide feedback as to therelative locations of the door sections. Preferably controller 1201 alsomonitors motor speed using sensor 1214, thereby obtaining feedback ondoor speed. Controller 1201 independently adjusts the pressure and flowto the two power struts to ensure that the door sections, i.e., portions201 and 203, are in their prescribed relative locations for each stageof the door opening swing. Throughout the sequence controller 1201monitors the proximity sensors 1213 (step 1333) to ensure that anobstacle is not obstructing the motion of one or both door portions. Aspreviously noted, preferably controller 1201 also monitors the currentof the power mechanism (e.g., sensor 1206) as well as its speed (e.g.,sensor 1214), stopping door motion if the current exceeds a preset valueor the motor speed suddenly drops.

During the opening sequence, if no obstacles are encountered the doorcontinues to open until it is fully open (step 1335). If an obstacle isencountered during the opening sequence (step 1337), then the controllerdetermines in which zone the obstacle is located (step 1339). If theobstacle is to the side of the vehicle (step 1341), for example locatedin zones 4 or 5, or in some embodiments within zones 3-5, the controllerdetermines if the obstacle lies within the programmed distance (step1343). In the preferred embodiment the programmed distance is set at 2inches. If the obstacle is outside of this distance, the door continuesto open normally (step 1345) while continuing to monitor for obstacles.If the obstacle lies within the programmed distance (step 1347), in someembodiments the door opening sequence is modified to reduce outward doormovement while continuing to open the door, the modified processcontinuing as long as no obstacle is detected that is located within theprogrammed distance (step 1349). In the preferred embodiment, however,the door opening sequence is programmed to maintain the door as close aspossible to the vehicle. As such, if an obstacle is detected next to thecar and within the programmed distance, the door's opening sequencecannot be modified to reduce outward door movement. Accordingly, in thisembodiment door motion is stopped (step 1351) and preferably the warningindicator is activated (step 1353).

In step 1339, if the detected obstacle is above the vehicle (step 1355),for example located in zone 1, or in some embodiments within zones 1 or2, the controller determines if the obstacle lies within the programmeddistance (step 1357), e.g., 2 inches. If the obstacle is outside of thisdistance, the door continues to open normally (step 1359) whilecontinuing to monitor for obstacles. If the obstacle lies within theprogrammed distance (step 1361), the door opening sequence is modifiedto stop movement of the upper door portion about the primary axis whilecontinuing to move the lower door portion outwards about the secondaryaxis (step 1363). This process continues until either the lower doorportion 203 reaches it maximum opening, or until an obstacle is detectedwithin the programmed distance that prevents further movement about thesecondary axis. FIG. 14 illustrates the situation in which an obstacle1401 is detected above the car, causing controller 1201 to modify theopening sequence and stop motion about primary axis 301 while continuingto open the lower door portion 203 about secondary axis 303.

When the door close sequence is initiated (step 1307), controller 1201checks the proximity sensors 1213 (step 1365) to determine if there isan obstacle that would prevent the door from closing properly. If anobstacle is not detected (step 1367), then the door close sequence isinitiated (step 1368). If an obstacle is detected (step 1369), then thedistance to the object is determined (step 1371). If the distance fromthe vehicle to the object is greater than a preset value (step 1373),door movement is initiated (step 1368). If the distance from the vehicleto the object is less than the preset value (step 1375), indicating thatthe detected object will interfere with door closure, door movement isnot initiated and preferably warning indicator 1221 is activated (step1377).

Once it is determined that there is nothing obstructing the door fromclosing, controller 1201 determines if the door is in a normal position(step 1379), e.g., the door opening sequence was not modified due to anobstacle. If the door was left in a non-normal open position (step1381), for example due to an obstacle blocking the normal openingsequence (see, for example, step 1355 above), then preferably the dooris first returned to the normal door path (step 1383). This may, forexample, require that the lower door portion 203 be rotated inwardlyabout secondary axis 303 until both door portions are properlypositioned relative to the normal door path.

After the normal closing sequence is initiated, controller 1201continually monitors for objects that would prevent the door fromclosing normally (step 1385). If an obstacle is detected (step 1387),then the distance of the object is determined (step 1389). If thedistance from the vehicle to the object is less than the preset value(step 1390), indicating that the detected object will interfere withdoor closure, the door closing sequence is terminated (step 1391). Inthe preferred embodiment, while detection of an obstacle that willprevent door closure by a proximity sensor causes the door closingsequence to terminate (step 1391), if the obstacle is detected by apinch detector, excess current or reduced speed of the power mechanism(step 1392), controller 1201 also reverses direction of the door motion(step 1393) and preferably activates warning indicator 1221 (step 1394).As long as no obstacles are detected that are close enough to obstructthe door closing sequence (step 1395), the process continues with thecontroller continually monitoring for potential obstacles, includingobstacles indicated by excess pump current, reduced motor speed or anobstacle detected by a pinch detector 1211. This process continues untilthe controller determines that the door is closed (step 1396), at whichpoint the door closing sequence is terminated (step 1397) and the dooris cinched closed (step 1398) with the latch motor 1215. The controllerensures that the door latches are fully engaged using the latch sensors1207 (step 1399). If the door latches are not fully engaged, preferablycontroller 1201 activates warning indicator 1221.

It should be understood that the accompanying figures are only meant toillustrate, not limit, the scope of the invention and should not beconsidered to be to scale.

Systems and methods have been described in general terms as an aid tounderstanding details of the invention. In some instances, well-knownstructures, materials, and/or operations have not been specificallyshown or described in detail to avoid obscuring aspects of theinvention. In other instances, specific details have been given in orderto provide a thorough understanding of the invention. One skilled in therelevant art will recognize that the invention may be embodied in otherspecific forms, for example to adapt to a particular system or apparatusor situation or material or component, without departing from the spiritor essential characteristics thereof. Therefore the disclosures anddescriptions herein are intended to be illustrative, but not limiting,of the scope of the invention.

What is claimed is:
 1. A dual hinged door assembly for a vehicle,comprising: a first door portion hingeably coupled to a structuralmember within a roof of said vehicle, wherein said first door portionforms part of the roof of said vehicle when said first door portion isin a door closed position, wherein said first door portion is configuredto pivot about a primary axis formed by a first juncture of said firstdoor portion and said structural member; a second door portion hingeablycoupled to said first door portion, wherein said second door portionforms part of a vehicle side when said first door portion and saidsecond door portion are in said door closed position, and wherein saidsecond door portion is configured to pivot about a secondary axis formedby a second juncture of said first door portion and said second doorportion; a primary door drive system, wherein said first door portion ismechanically coupled to said primary door drive system, wherein saidprimary door drive system provides powered motion of said first doorportion about said primary axis between a door open position and saiddoor closed position; and a secondary door drive system, wherein saidsecond door portion is mechanically coupled to said secondary door drivesystem, wherein said secondary door drive system provides powered motionof said second door portion about said secondary axis between said dooropen position and said door closed position.
 2. The dual hinged doorassembly of claim 1, wherein motion of said second door portion isindependent of motion of said first door portion.
 3. The dual hingeddoor assembly of claim 1, wherein said primary axis is substantiallyhorizontal and substantially parallel to a vehicle centerline, saidvehicle centerline running from a vehicle front to a vehicle rear, andwherein said secondary axis is substantially horizontal andsubstantially parallel to said vehicle centerline.
 4. The dual hingeddoor assembly of claim 3, wherein said primary axis is located betweensaid vehicle centerline and a line defined by a vehicle cant rail, andwherein said secondary axis is substantially aligned with said linedefined by said vehicle cant rail.
 5. The dual hinged door assembly ofclaim 1, said primary door drive system comprising a primary poweredstrut.
 6. The dual hinged door assembly of claim 5, said primary poweredstrut comprising a primary hydraulic powered strut.
 7. The dual hingeddoor assembly of claim 5, said primary door drive system furthercomprising a primary non-powered strut.
 8. The dual hinged door assemblyof claim 7, said primary non-powered strut comprising a gas strut. 9.The dual hinged door assembly of claim 7, wherein said primary poweredstrut is mechanically coupled to said vehicle and a first side of saidfirst door portion, and wherein said primary non-powered strut ismechanically coupled to said vehicle and a second side of said firstdoor portion.
 10. The dual hinged door assembly of claim 1, whereinpowered motion of said second door portion is independent of poweredmotion of said first door portion.
 11. The dual hinged door assembly ofclaim 1, said secondary door drive system comprising a secondary poweredstrut.
 12. The dual hinged door assembly of claim 11, said secondarypowered strut comprising a secondary hydraulic powered strut.
 13. Thedual hinged door assembly of claim 11, said secondary door drive systemfurther comprising a secondary non-powered strut.
 14. The dual hingeddoor assembly of claim 13, said secondary non-powered strut comprising agas strut.
 15. The dual hinged door assembly of claim 13, wherein saidsecondary powered strut is mechanically coupled to said first side ofsaid first door portion and a first side of said second door portion,and wherein said secondary non-powered strut is mechanically coupled tosaid second side of said first door portion and a second side of saidsecond door portion.
 16. The dual hinged door assembly of claim 1, saidprimary door drive system comprising at least one powered strutmechanically coupled to a mounting member within said roof of saidvehicle and at least one first door portion hinge.
 17. The dual hingeddoor assembly of claim 16, said at least one powered strut directlycoupled to said at least one first door portion hinge.
 18. The dualhinged door assembly of claim 16, said at least one powered strutmechanically coupled to said at least one first door portion hinge viaat least one bellcrank and at least one pushrod.
 19. The dual hingeddoor assembly of claim 16, said at least one powered strut comprising atleast one hydraulic powered strut.
 20. The dual hinged door assembly ofclaim 16, wherein powered motion of said second door portion isindependent of powered motion of said first door portion.
 21. The dualhinged door assembly of claim 16, said secondary door drive systemcomprising a secondary powered strut and a secondary non-powered strut.22. The dual hinged door assembly of claim 21, said secondary poweredstrut comprising a secondary hydraulic powered strut and said secondarynon-powered strut comprising a gas strut.
 23. The dual hinged doorassembly of claim 21, wherein said secondary powered strut ismechanically coupled to a first side of said first door portion and afirst side of said second door portion, and wherein said secondarynon-powered strut is mechanically coupled to a second side of said firstdoor portion and a second side of said second door portion.
 24. The dualhinged door assembly of claim 1, further comprising a door latchingmechanism, said door latching mechanism comprising a latch integratedinto said vehicle and a striker integrated into a first side of saidsecond door portion.
 25. The dual hinged door assembly of claim 24,further comprising a second door latching mechanism, said second doorlatching mechanism comprising a second latch integrated into saidvehicle and a second striker integrated into a second side of saidsecond door portion.
 26. The dual hinged door assembly of claim 1,further comprising a window integrated into said first door portion. 27.The dual hinged door assembly of claim 1, further comprising a windowintegrated into said second door portion.